48th  Congress,  \  HOUSE  OF  REPRESENTATIVES.     i  Report 


BRIDGE  ACROSS  THE  HUDSON  RIVER,  BETWEEN  STORM- 
KING  AND  BREAKNECK  MOUNTxlINS,  IN  THE  STATE  OF 
NEW  YORK. 


March  18,  1884. — Referred  to  the  House  Calendar  and  ordered  to  be  printed. 


Mr.  Seymour,  from  the  Committee  on  Commerce,  submitted  the  fol- 


The  Committee  on  Commerce,  to  which  icas  referred  the  bill  (R.  R.  2420) 
to  authorize  the  construction  of  a  bridge  across  the  Hudson  River,  between 
Storm-King  and  Breakneck  Mountains,  in  the  State  of  New  York,  hav- 
ing had  the  same  under  consideration,  begs  leave  to  report  as  follows : 

That  the  bridge  sought  to  be  authorized  under  this  bill  is  intended  to 
connect  the  New  York,  Lake  Erie  and  Western  Railroad ;  the  Western 
and  Ontario;  the  New  York,  West  Shore  and  Buffalo;  and  the  Lehigh 
and  Hudson  Railroad  (all  of  which  four  roads  converge,  and  have  a 
tide-water  terminus  on  the  west  bank  of  the  Hudson  River  at  or  near 
Cornwall),  with  the  New  York  and  New  England  road,  which  has  its 
terminus  on  the  east  bank  of  the  river,  almost  immediately  opposite. 
Transfer  of  cars  is  at  present  made  by  means  of  a  float-ferry,  which,  in 
view  of  ice  obstructions  in  winter,  and  other  impediments,  is  uncertain, 
\    unsatisfactory,  and  quite  inadequate  to  the  traffic,  yet  in  its  infancy. 

The  objection  to  the  passage  of  this  bill,  upon  the  hearing  before  the 
committee,  came  from  representatives  of  the  tow-line  companies  of 
the  Hudson  Biver.  It  was  claimed  by  them  that  the  currents  and 
winds  at  the  point  in  question  were  of  a  character  to  render  navigation 
between  piers  650  feet  apart  dangerous.  Colonel  Newton,  however, 
advises  your  committee,  as  will  appear  from  his  letter  hereto  annexed, 
that  "at  the  locality  proposed  for  the  bridge  the  currents  are  quite 
moderate  in  strength,  and  it  is  probable  that  their  directions  are  also 
favorable."  Other  evidence  from  civil  engineers,  river  pilots,  and  per- 
sons conversant  with  the  river  confirms  such  opinion. 

The  channel  of  the  Upper  Hudson,  through  which  the  tow-lines  pass, 
is  only  about  150  feet  in  width,  against  050  feet  between  the  piers  of 
proposed  bridge.  The  depth  of  water  under  the  proposed  bridge  is  fa- 
vorable, varying  from  30  to  SO  ftet. 

The  committee  having  adopted  the  suggestions  of  the  engineers  to 
whom  the  bill  was  referred,  and  of  the  Secretary  of  War,  and  having 
prepared  a  carefully  guarded  substitute,  which  provides,  among  other 
things,  for  the  oversight  by  the  Secretary  of  War  of  the  progress  of 
its  construction,  is  satisfied  that  the  navigation  of  the  Hudson  River 
will  not  be  substantially  interfered  with.  It  therefore  reports  adversely 
upon  the  bill  (H.  R.  2420)  which  was  referred  to  it,  and  recommends  the 
passage  of  the  accompanying  substitute. 

The  annexed  exhibits  are  the  letters  of  the  Secretary  of  War,  of  Col- 
onel of  Engineers  Newton,  and  of  James  Willis,  civil  engineer,  with 


1st  Session. 


[To  accompany  bill  H.  R.  6079.] 


accompanying  maps. 


£ox  S  7 


7^7  .  v-.AiJ^  f 

2  BRIDGE  ACROSS  THE  HUDSON  RIVER.      \  PS£^^  1 

War  Department, 
Washington  City,  February  8,  1884. 

Sir  :  Acknowledging  the  receipt  of  letter  of  the  19th  ultimo  from  the  clerk  of  the 
Committee  on  Commerce,  House  of  Representatives,  inclosing  two  copies  of  hill 
H.  R.  2426,  "A  hill  to  authorize  the  construetion  of  a  hridge  across  the  Hudson  River, 
hetween  Storm-King  and  Breakneck  Mountains,  in  the  State  of  New  York,"  and  re- 
questing that  you  he  furnished  with  the  views  of  this  Department  thereon,  I  have 
the  honor  to  inclose  herewith  a  copy  of  a  report  of  the  1st  instant  from  Col.  John 
Newton,  Corps  of  Engineers,  to  whom  the  subject  was  referred,  from  which  it  will  be 
seen  that  he  proposes  certain  amendments  to  the  bill,  which  he  considers  necessary 
to  the  protection  of  navigation. 

The  views  and  recommendations  of  Colonel  Newton  are  concurred  in  by  the  Chief 
of  Engineers  and  by  this  Department,  and  it  is  suggested  that  the  bill  be  amended 
accordingly. 

Very  respectfully,  vour  obedient  servant, 

ROBERT  T.  LINCOLN, 

Secretary  of  War. 

Hon.  E.  W.  Seymour, 

Of  the  Committee  on  Commerce,  House  of  Representatives. 


B. 

United  States  Engineer  Office, 

JSlew  York,  February  1,  1884. 

General:  I  have  the  honor  to  report  concerning  bill  H.  R.  2426,  "to  authorize 
the  construction  of  a  bridge  across  the  Hudson  River  between  Storm-King  and  Break- 
neck Mountains,  in  the  State  of  New  York." 

Section  4  imposes  certain  dimensions  and  other  conditions  upon  the  construction  of 
the  bridge,  as  follows:  "That  the  said  bridge  shall  be  built  at  an  elevation  over  the 
channel  of  at  least  140  feet  in  the  clear  above  high  water  of  spring  tides,  and  the 
piers  shall  be  parallel  with  the  current  of  the  river,  with  spring  fenders,  and  snail  be 
shaped  on  the  up-stream  ends  so  as  to  break  the  ice,  and  shall  be  placed  at  a  distance 
from  each  other  of  not  less  than  650  feet." 

The  first  requirement  to  be  satisfied  refers  to  the  height  of  the  bridge  in  the  clear 
above  the  high,  waters  of  the  spring  tides;  ships  of  1,100  to  1,200  tons  would  require 
a  height  of  about  1?0  feet  above  water  to  clear  everything.  The  royal  and  top-gal- 
lant masts  being  generally  in  one  stick,  it  would  be  necessary  for  vessels  of  that  ton- 
nage, when  a  deficiency  of  height  existed  under  the  bridge,  to  send  down  a  spar  of 
about  50  feet  in  length. 

The  height  of  140  feet  specified  in  the  bill  would  probably  answer  for  all  vessels 
under  600  tons,  but  for  those  above  that  tonnage  it  would  be  necessary  to  let  down 
the  upper  spars  in  order  to  pans. 

Three-masted  schooners  of  400  to  500  tons  require  a  clear  height  of  about  130  feet, 
and  information  •comes  from  the  Cheney  Towing  Line  that  brigs  and  schooners, 
mostly  three-masted,  are  towed  above  the  locality  selected  for  the  bridge,  and  that 
many  of  these  are  of  1,000  tons. 

The  indications,  therefore,  are  that  for  convenience  to  navigation  the  height  of  the 
bridge  in  the  clear  should  be  increased  to  not  less  than  160  feet  above  high  water  of 
spring  tides. 

I  recommend  that  the  following  clause  of  section  4,  viz,  "  and  shall  be  shaped  on 
the  up-stream  ends  so  as  to  break  the  ice,"  be  modified  so  as  to  read  "and  shall  ho 
shaped  so  as  to  break  the  ice,"  because,  although  not  likely,  it  is  possible  that  ar- 
rangements to  break  the  ice  might  be  required  on  the  lower  as  well  on  the  upper 
ends  of  the  piers — it  being  borne  in  mind  that  this  is  a  tidal  river.  The  necessity  for 
ice-breakers,  whether  upon  both  ends  of  the  piers  or  upon  the  upper  end  only,  could 
be  afterwards  settled,  when,  under  section  6,  the  plan  and  specifications,  with  the 
necessary  drawings  of  the  bridge,  should  have  been  submitted  to  the  Secretary  of  War 
for  his  action. 

At  the  same  time  the  position  of  the  piers  with  respect  to  the  directions  of  tbfi  cur- 
rent would  be  finally  settled,  as,  from  the  general  want  of  coincidence  of  the  ebb  and 
tlood  currents,  it  is  not  possible  that  "  the  piers  shall  be  parallel  with  the  current  of 
the  river,"  that  is,  strictly  parallel. 

In  the  final  examination,  also,  the  direction  and  action  of  high  winds,  as  to  their 
effect  in  conjunction  with  the  piers  upon  navigation,  should  be  considered. 

At  the  locality  proposed  for  the  bridge  the  currents  are  quite  moderate  in  strength, 
and  it  is  probable  that  their  directions  also  are  favorable. 

With  the  amendments  proposed,  aud  the  examination  under  section  6,  including  the 


BRIDGE  ACROSS  THE  HUDSON  RIVER. 


3 


power  of  refusal  to  authorize  the  commencement  of  the  bridge,  it  is  not  perceived 
that  any  detriment  to  commerce  and  navigation  would  be  incurred  by  the  passage  of 
the  bill. 

Respectfully  submitted. 

JOHN  NEWTON, 
Colonel  of  Engineers. 

Brig.  Gen.  H.  G.  Wright, 

Chief  of  Engineers,  Washington,  D.  C. 


C. 

County  of  Orange,  ss: 

James  Willis  and  William  Fogerty,  being  each  duly  sworu,  say,  and  each  for 
himself  says,  that  he  is  a  civil  engineer  and  surveyor,  and  resides  in  the  town  of  Corn- 
wall, N.  Y.  ;  that  he  made  the  examination  of  the  tides  and  currents  on  the  Hudson 
River  at  the  point  of  the  proposed  bridge  of  the  Highland  Trans-Hudson  Railroad 
Company  at  Storm  King,  and  for  at  least  a  mile  on  either  side,  and  also  took  the 
names  of  tug-boats  as  far  as  possible,  the  length  of  tows  and  number  of  tow-boats 
composing  the  tows,  and  a  record  of  the  dates  on  which  they  passed  the  site  of  the 
proposed  bridge  and  a  point  one  mile  on  either  side,  all  of  which  examinations  are 
correctly  set  forth  in  the  annexed  maps  and  statement,  and  that  the  same  are  true  in 
every  respect. 

JAMES  WILLIS,  C.  E. 
WM.  FOGERTY,  Jr. 

Subscribed  and  sworn  to  before  me  this  4th  dav  of  Januarv,  1884. 

1).  E.  SUTHERLAND, 
Notary  Public,  Orange  County. 

Report  of  a  survey  of  the  Hudson  River  between  Storm  King  Mountain,  at  Cornwall,  on  the 
west,  and  Breakneck  Mountain,  on  the  east,  together  with  observations  on  the  tidal  and  at- 
mospheric currents,  as  well  as  the  passage  of  tows  over  the  site  of  the  proposed  bridge  over 
the  Hudson  at  Cornwall. 

On  Thursday  the  22d  day  of  November  last,  we  proceeded  to  take  soundings  and 
anchor  buoys  as  shown  on  maps  accompanying  this  report,  for  the  purpose  of  deter- 
mining the  relative  position  of  passing  tows  and  otherwise,  which  is  laid  down  on  a 
series  of  five  maps,  marked  respectively  Map  No.  1,  Map  No.  2,  &c.  Each  of  these 
maps  have  their  general  lines  the  same,  that  is,  the  outline  of  the  river,  the  north 
line  of  buoys,  extending  from  the  line  opening  in  the  range  of  Storm  King  and  the 
west  end  of  the  holfilon  West  Point  to  Pallopel's  Island,  marked  a,  b,  c,  d,  e,  with  the 
depth  of  water  at  each,  the  line  of  buoys  at  the  site  of  the  proposed  bridge  and  the 
south  line  between  Sherwood's  Rock  and  Little  Stony  Point.  These  are  the  general 
lines  referred  to. 

The  buoys  being  placed,  we  next  proceed  to  ascertain  the  current  of  the  tide  by 
putting  floats  overboard  at  the  buoys  in  pairs  marked  in  consecutive  order,  which  are 
represented  on  the  maps  in  red  dotted  lines,  at  the  same  time  noting  the  passing  tows 
and  all  particulars  relating  thereto,  and  for  the  better  understanding  of  the  matter 
the  maps  are  intended  to  be  read  in  consecutive  order,  with  the  descriptions  herein 
w  ritten. 

Map  No.  1  shows  the  courses  of  four  tows,  numbered  in  their  order  of  passing,  thus 
1 


represents  the  tow-boat  McDonald  going  south  with  six  tiers  of  boats,  occupying  a 
space  of  about  1,000  feet  in  length,  as  near  as  the  eye  could  judge,  passing  at  10.30 
a.  m.,  with  a  slack  tide  and  southwest  wind,  force  6. 

2.  Ontario,  going  north,  with  three  tiers  of  boats,  covering  a  space  of  about  800  feet, 
passing  at  11.40  a.  m.,  with  a  tide  setting  northwardly  and  a  southwest,  wind  as  above. 

3.  Vanderbilt,  going  north,  with  live  tiers  of  boats,  covering  a  space  of  about  1,100 
feet,  passing  at  11.50  a.  m.  ;  tide  and  wind  as  Ontario. 

4.  is  ame  unknown,  going  north,  with  three  tiers  of  boats,  covering  a  space  of  about 
600  feet ;  passing  at  2.30  p.  m. ;  wind  and  tide  as  above. 

T\\e  floats  on  this  occasion  were  put  over  too  late  on  tide,  and  did  not  tloat  through, 
but  on  the  turn  of  the  tide  floated  back,  and  most  of  them  were  lost.  Some  were 
picked  up  the  next  day  floating  in  the  center  of  the  river.  I  looked  along  on  each 
side  of  the  river  to  see  if  any  had  washed  on  shore,  but  found  none,  one  proof  of  the 
current  being  central. 

Map  No.  2. — There  were  nine  pairs  of  floats  on  this  map,  put  over  at  the  north  line, 
and  are  represented  both  by  black  and  red  dotted  lines ;  1  to  4  drifted  westwardly, 


4 


BRIDGE  ACROSS  THE  HUDSON  RIVER. 


but  went  through  to  the  south  liue  with  the  remainder,  except  9,  which  probably 
was  caught  in  the  eddy  in  the  wake  of  the  island. 
This  map  shows  the  courses  of  five  tows. 

1.  Syracuse,  going  north,  with  seven  tiers  of  boats,  covering  a  space  of  about  1,200 
feet;  passing  at  8  a.  m. ;  tide,  seating  southwardly ;  wind,  varying  from  NW.  to  NE. ; 
force,  7  to  8. 

2.  Name  unknown,  going  south,  with  ice  boats;  four  tiers;  covering  a  space  of 
700  feet;  passing  at  8.30;  wind  and  tide  as  above. 

3.  Cayuga,  going  north,  with  six.  tiers  of  boats,  covering  a  space  of  about  1,100 
feet;  passing  about  9.35  a.  m. ;  wind  and  tide  as  above. 

4.  Oswego,  going  north,  with  five  tiers  of  boats,  covering  a  space  of  about  1,100 
feet;  passing  at  11.20  a.  m.  ;  tide,  setting  southerly  ;  wind,  NNW. ;  force,  4. 

5.  Austin,  going  north,  with  four  tiers,  covering  a  space  of  about  1,000  feet ;  passing 
at  1.30  p.  m.  ;  tide,  southerly;  wind,  NNW. ;  force,  3. 

Map  No.  3. — There  were  five  pairs  of  floats  put  over  between  Sherwood's  Rock  and 
Little  Stony  Point.    Watched  them  through,  as  shown  on  map. 
This  map  shows  the  courses  of  six  tows. 

1.  America,  with  assistant,  going  south,  with  eleven  tiers  of  boats,  covering  a  space 
of  about  1,800  feet;  passing  at  2.40  p.  m. ;  tide  settiug  southerly  ;  wind,  NW. ;  force,  2. 

2.  Name  unknown,  with  assistant,  going  north,  with  six  tiers  of  boats,  covering  a 
space  of  1,100  feet;  passing  at  8.45  a.  m. ;  tide,  high  water,  with  no  wind. 

3.  Name  unknown,  propeller,  going  north,  with  three  tiers  of  boats,  covering  a 
space  of  about  800  feet;  passing  at  9.15  a.  m. ;  tide,  slack,  with  no  wind. 

4.  Name  unknown,  going  north,  with  four  tiers  of  boats,  covering  a  space  of  about 
800  feet;  passing  at  10.45  a.  m. ;  tide,  setting  S.  by  W.,  with  no  wind. 

5.  Oswego,  going  south,  with  seven  tiers  of  boats,  covering  a  space  of  about  1,500 
feet;  passing  at  11  a.  m.  ;  tide,  setting  southwesterly;  wind,  0. 

6.  Vanderbilt,  going  south,  with  ten  tiers  of  boats,,  covering  a  space  of  about  1,700 
feet ;  passing  at  3  p.  m. ;  tide,  slack;  wind,  0. 

Map  No.  4. — Put  out  floats  on  south  line  by  Sherwood's  Rock,  but  could  not  collect 
them  on  account  of  hard  winds  from  north-northeast.  Was  obliged  to  leave  the  boat 
for  the  night  in  the  bay  below  Storm  King  and  walk  home.  On  the  same  map  are 
represented  floats  put  out  the  next  day,  which  float  through  as  there  shown. 

This  map  shows  the  courses  of  seven  tows. 

1.  America,  going  north,  with  five  tiers  of  boats,  covering  a  space  of  1,100  feet; 
passing  at  8.45  a.  m. ;  tide,  setting  N. ;  wind,  N. ;  force,  4. 

2.  Name  unknown,  going  north,  with  three  tiers  of  boats,  covering  a  space  of  about 
600  feet ;  passing  at  9.10  a.  m.  ;  tide  and  wind  as  above. 

3.  Name  unknown,  with  assistants,  going  north,  with  four  tiers  of  boats,  covering 
a  space  of  about  1,000  feet;  passing  at  9.15  a.  m. ;  wind,N. ;  tide, northerly. 

4.  Washburn,  propeller,  going  south,  with  three  tiers,  covering  a  space  of  about 
800  feet ;  passing  at  10  a.  m. ;  wind,  N. ;  force,  3  ;  tide,  slack. 

5.  McDonald,  with  assistant,  going  south,  with  eight  tiers  of  boats,  covering  a 
space  of  1,200  feet ;  passing  at  10.20  a.  m. ;  wind,  NNE. ;  force,  4 ;  tide,  slack. 

6.  Name  unknown,  going  north,  with  three  tiers  of  boats,  covering  a  space  of  about 
700  feet;  passing  at  10.30;  wind  and  tide  as  above. 

7.  Name  unknown,  propeller,  going  south,  with  three  tiers  of  boats,  five  of  which 
carried  hay  and  straw ;  covering  a  space  of  600  feet ;  passing  at  10.30  a.  m. ;  wind  and 
tide  as  above. 

Map  No.  5. — Floats  put  over  on  the  north  line  and  floated  through,  indicating  an 
ebb-tide,  running  about  2b  miles  per  hour. 
There  are  nine  tows  shown  on  this  map. 

1.  Three  propellers,  names  unknown,  going  north,  with  four  tiers  of  boats,  cover- 
ing a  space  of  about  700  feet ;  passing  at  10.25  a.  m. ;  wind,  NNE. ;  force,  3 ;  tide, 
slack. 

2.  Propeller,  name  unknown,  going  north,  with  three  tiers,  covering  a  space  of 
about  600  feet;  passing  at  11  a.  ni. ;  wind,  NNE. ;  force, 3;  tide,  southerly. 

3.  Propeller,  unknown,  going  south,  with  four  tiers,  covering  a  space  of  about  900 
feet;  passing  at  11.10  a  m. ;  wind  aud.  tide  as  above. 

4.  Unknown,  with  two  schooners  alongside,  going  north,  with  four  tiers  of  boats; 
passing  at  2  p.  in.;  wind,  NNE.  ;  force,  3;  tide,  setting  southerly. 

5.  Syracuse,  with  assistant,  going  south,  with  eleven  tiers  of  boats,  covering  a 
space  of  about  1,700  feet;  passiug  at  3  p.  m. ;  wind  and  tide  as  above. 

6.  Propeller,  unknown,  going  north,  with  three  tiers,  covering  a  space  of  about 
500  feet ;  passing  at  7.40  a.  m.  ;  wind,  NNE.  ;  force,  4. 

7.  Oswego,  going  south,  with  nine  tiers  of  boats,  covering  a  space  of  1,700  feet; 
passing  at  8  a.  m. 

8.  Two  propellers,  going  south,  with  two  tiers,  covering  a  space  of  about  500  feet; 
passing  at  1.40  p.  m. 

9.  Connecticut,  going  south,  with  ten  tiers  of  boats,  covering  a  space  of  1,800  feet; 
passing  at  3.10  p.  m.  ;  wind,  northerly,  3. 


BRIDGE  ACROSS  THE  HUDSON"  RIVER. 


5 


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